Railway traffic controlling system



Nov. 10, 1931. J. s. HOLLIDAY 1,830,793

RAILWAY TRAFFIC CONTROLLING SYSTEM Filed Aug. 16, 1921 3 Sheets-Sheet 129 v 25 MM f4k%4 L Nov. 10, 1931. -.1 s. HQLLIDA' 1,830,793

RAILWAY TRAFFIC CONTROLLIQIG'SYSTEM Filed Aug. 16, 1921 s Sheets-Sheet 2(/0517 .Sfi/gj INVENTOR.

A TTORNE Y.

Nov. 10, 1931. J. s. HOLLIDAY 7 1,830,793

RAILWAY TRAFFIC CONTROLLING SYSTEM Filed Aug. 16, 1921 a Sheets-Sheet 3i sit) Patented Nov. 10, 1931 UNITED STATES PATENT OFFICE JOHN S.HOLLIDAY, OF NEW YORK, N Y.; J. MARGARET IIOLLIDAY, ADMINISTRATBIX OFSAED JQHN S. HOLLIDAY, DECEASED, 'ASSIGNOR TRUSTEE, F BOG-OTA, N WJERSEY T0 MATTHEW n. LOUGHRIDGE, n

RAILWAY TRAFFIC CONTROLLING SYSTEM 7 Application filed August 16', 1921.Serial Nb. 492,643.

Thisv invention relates to railway traflic controlling systems and hasfor an ob]ect to provide a cab signal in'a locomotive and an automaticmeans for controlling the train when it exceeds a predetermined speedand when it enters an unsafe section of track. It has further for anobject a means for securing a variety of efiects on a locomotiveinductivelv from devices placed on the track and controlled according totrack conditions.

mechanical amplifier for use with direct cur-.

rent, Fig. 4 is a plan View corresponding to Fig. 3, with the cover insection, Fig. 5 is a nodified arrangement for use with alternatingcurrent, Fig. 6 shows a modified construction of the track device foruse with alternating current, Figs. 7 8, 9, and 11 show an inductivedevice on the locomotive for producing the stop effect, Fig.7. being aside elevation with the cover shown in section; Fig. 8 is an endelevation with the cover in section; Fig. 9 is a plan view with thecover in section, Figs. 10 and 11v are details of the operating magnetand counter weights. Fig. 12 shows an arrangement of circuits forapplying my invention on a locomotive and Fig. 13 shows an arrangementfor wiring the trackapparatus for applying this invention.

This invention consists of three main parts; first, a device which Icall a mechanical amplifier for receiving a proceed signal from thetrack device; second, a device which I call the stop magnet operating tocontrol the train when under the influence of the track device andthird, the application of the system.

The mechanical amplifier is a device which recelves an effectinductively from the traci: device and amplifies this effect by mechanical means on the locomotive,thereby producing considerable electricpower, insuring reliable operation and permitting the use ofcomparatively rugged apparatus. The mechanical amplifiervconsists in itsessential '55 parts of an armature rotating at a high speed between apair of magnetic poles which are normally demagnetized. When these polescome under the influence of the track device they are magnetized byelectromagnetic in- 0 ducti'onand an elect-romotive; force is generatedin the rotating armature. The voltage generated by the rotating armatureis proportional to the strength of the field. and the speed at which thearmature rotates. Thus, while the field under ordinary conditions iscomparatively weak, this can .be in a very large measure compensated forby high speed in the armature with the result that a con siderablevoltage is generated in the armature which is used to energize a relayto obtain any usefuleffect desired 0n the loco motive. Ii. the rotatingarmature should for any reason stop then no voltage would be generatedin it and it thus. contains the means for detecting its own failure,

' Referring to Figs. 1 and 2 sh owingthe ramp, 11 represents a woodenstringer or base upon which the ramp members are support ed, preferablyon the end of the railroad ties.

' The ramp CODSlSlJSOffi. magnetic member 12 and a magnetic member 13placed parallel to each other and parallel to the'track. Between thesemembers magnet coils are placed as indicated at 14 surrounding the cores14a which thereby energize the plates 12 and 13. The coils are arrangedso that each plate is energized withpolarity opposite to the otherplate. In the application of the system it is necessary to ,havethesemagnet coils at each 0 end of the ramp but the magnet coils may beomitted in a space in the centre of the ramp as indicated at 15. Alsoone ofthe ramp members may be discontinued for this space if desired asindicated by the dotted lines in Fig. 1. Y 1

The mechanical amplifier for operating on direct current is shown inFigs. 3 and 4. 21 represents the rotating armature, 22 andz23 are themagnetic pole pieces, 24 is the shaft for the armature and 25 is a motorfor drivassumed that this motor runs continuously at a high speed of say2,000 revolutions per minute. However, this system may be applied withan arrangement which will bring this motor into operation only when thelocomotive apparatus is under the influence of the track device.

The armature 21 is provided with brushes 26 and 27 forming the terminalsof a circuit hereafter to be described. 28 is the pole piece for thepole 22 and 29 is the pole piece for 23. It will be noted from Fig. 4that these pole pieces are comparatively long and are arranged to passdirectly through the vertical planes of the plates 12 and 13 of thetrack device, the large area of these poles providing a greater area forthe magnetic V circuit and thus compensating to a considerable extentfor the vertical air gaps in this circuit between plates 12 and 13 andthe poles 28 and 29. A cover, 30, preferably of nonmagnetic material isprovided for this device, also a supporting. plate 31 of brass or othernon-magnetic ,material holds the parts in alignment and provides adust-proof cover for the base of the device.

It should be noted that the direction of the current generated in thearmature 21 depends upon the polarity of the pole pieces 22 and 23 whichin turn depends upon the polarity of the plates 12 and 13. It is thuspossible to operate a polarized relay connected to the terminals 26 and27 as will be more fully described in connection with the application ofthe system. It is here pointed out that the mechanical amplifier, wheninfluenced by a constant magnetic field, produces a susained current inits armature for application to any useful purpose.

Figs. 5 and 6 show a modification of the mechanical amplifier adaptedfor use when the track devlce is energized by alternating current. Inthis arrangement the plates 12 1 and 13 are replaced by laminated plates12a and 13a as indicated in Fig. 6; also the pole 33 is provided with alaminated plate 35 and pole 3 1 is provided with a laminated plate 36held in osition b the non-ma netic clamp 37. The pole pieces 33 and 3 1are provided with flux retarding sections on the vertical axis indicatedat 38 and 39. This may be an ordinary air gap as used in the D. C.arrangement or for manufacturing reasons it may be a reduced section ofthe iron as in- I dicated at 38 upon which may be wound. a

coil or ferrule of copper which will set up a reaction to the A. C. fluxbetween the poles 33 and 34.

This device is built upon the principle of a two-phase induction motorin which the coils of the track device become one phase and a horizontalcoil 40, inserted in the faces of the poles 33 and 34 is the otherphase. It is a well-known fact that when an induction motor is runningat symchronous speed the flux in the armature is uni-directional. Aconsiderable portion of this flux is carried over to the other phase,generating an alternating 'electro motive force therein. For instance,if the track device is energized with a current at twenty-five cyclesfrequency and the rotor 32 isrunning at fifteen hundred revolutions perminute, it will be in synchronism. However, it is well-known that when atwo-phase motor is running on single phase that an electro motive forceis generated inthefidle phase. This is briefly referred to in theStandard Hand-Book for Electrical Engineers, edition of 1915, section16, paragraph193a This will also be found'in United States Patents#1314366, dated January 16, 1912 and #1,1 l-T,17l, dated July 20 1915. I

The stop device consists of a magnet placed horizontally and having polepieces extending downwardly in the vertical planes of the magneticmembers of the track device. This magnet consist-s of a single coilpivoted in a mechanism case and partially balanced by a counter-weight.An armature or back strap is provided for these pole pieces which isalso pivoted to the frame and balanced by a counter-weight. Thearrangement of the counterweights is such that when the magnet coil isdeenergized the coil itself will overbalance the counter-weights andpermit the pole pieces to drop to the lowered position. hen, however,the coil is energized it attracts the armature and since they move onthe same pivot the armature and coil move together as one part with,however, the difference that the combined counter-weights of the twowill overbalance the magnet coil,

with the result that the magnet coil is thereby raised unless someexterior condition is apphed which causes it to move to the loweredposition. This exterior condition is supplied by the magnetic plates ofthe track device which form a magnetic path alternative to the extendedpole pieces. causing the n'iagnet coil to move to the lowered position,when passing over a, track device. The reason for pivoting andcounter-weighting the arma ture independently of the coil is to maintainthe closed circuit principle in the application of the stop magnet.

lVhen the stop magnet is in the raised position a circuit controller israised to close certain circuits hereafter described to suspend theoperation of the train control system. WVhen this magnet is loweredthese circuits 1 ass-,rrea

are interrupted and conditions are set up for bringing the train controlsystem intooperation unless other conditions are established to preventthis operation. When the armature is lowered, certain circuits areclosed which operate a speed control device and also prevent theoperation of'the train control device during the time that a train ispassing over the track device. The arrangement of these clrcuits 1s suchthat 1f the stop n'iagnet becomes deenergized; and releases its armatoas shown, to support the stop magnet by the,

bolts 56 engaging the casing 58 as shown. Coil springs '57 may beprovided on these bolts so that the entire mechanism. will readily yieldto any obstruction on the track without breakage. The ends of the casing58 are sloped as shown at 72 and provided with a non-magnetic plate ofmanganese iron, brass or other material to enclose the magnet and theworking parts without interfering with the magnetic operation of theapparatus. The core of the magnet 61 is shown at 60, Fi 10, and issecured to a bracket 63 pivoted at 62 in the arm Upon one of the legs ofbracket 63, the counter-weight 6 and on the other leg the.counter-weigl'it 640, is mounted. These two counter-weights are arrangedo counter-balance a large part of the 'weight of the magnet coil 61 andthe associated parts without, however, overbalancing this coil butleaving. a reasonable operating margin whereby the coil will have a biasto return to the downward position.

The magnet 61 is provided with a pole piece 66 at one end and a polepiece 67 at the other end. These pole pieces terminate in fiat plates asshown which extend transversely over the magnetic plates 12 and 13 ofthe track device and being of considerable area, transmit the lines offorce through the track device between these poles.

The upper ends of these poles are positioned near an armature 68, Fig.11, preferably having a small air gap between itself and the poles. Thedesign of the magnet 61 maintains substantially a constant magnetic fluxthrough the armature 68 without being materially influenced by othermagnetic circuits established between the poles 66 and 67. This armatureis supported by a non-magnetic bracket 69 also carried on the pivot 62and having counterweight '70 extending on the opposite side. Thiscounter-weight will not only overhalance the armature 68 but'will alsoin combination with counter-weights 64 and 64a, overbalance the magnet61when the armature 68 is attracted by the poles 66 and 67:. With thisarrangement, therefore, and with magnet 61 energized, this magnet has abias to remain in the raised position. This bias/however, is overcome bythe magnetic plateslQ and-.13 of the track devicedue tothe.

magnetic flux through these plates from the poles 66 and 67, causingmagnet 61 to move into the lowered position and thereby setting up.conditions to operate the train control system. As soon as this magnethas passed over the ramp it immediately assumes the raised position, dueto the bias of the counterweights.

The base of the housing 58 is provided with a comparatively thin plateof non-magnetic.

material 72. This plate may be reenforced by the non-m agnetic bars 71,thereby preventing it from being dented so. as to interfere with thefree movement of the magnet 61.

A circuit controller is operated by the magnet 61 and an independentcircuit controller is operated. by the armature 68. These clrcuitlcontrollers are housed in the casing and may be constructed'of anmsulating plate 76 having a row of contact members with contact fingerssimilar to 7 9a carried on the plungers 77 and78; Thesecontacts may bearranged to open or close a circuit by the movement of the magnet andthe arma are as will be more particularly explained in COI1- nectionwith the operation of the circuits. The plunger 77 connects directly tothe counter-wei ht 7 O and therefore responds directly to the movementof armature 68.- Plunger 78 connects to the lever 7 9 pivoted at 80 andoperated by a stud .82 on arm 83, Fig. 10, in the slot 81 so that asmagnet 61 is raised this lever is raised together with the plunger 78and as the magnet is lowered this lever is also lowered. The plungersare, therefore, operated by the magnet 61. The magnet 61 and thearmature 68 are operated together so that as the magnet isloweredplunger 77 is raised but when magnet 61' isdeenergized. their operationbecomes independent of'each otherand plunger 77 is lowered by thecounter-weight. VJ hen the magnet 61 becomes deenergized and afterwardsbecomes energized it may not have sufficient pull to raise itself to thearmature 68. In this case, the armature may be manually restored bypressing upon'the plunger 90.

Generally, it will: be found that on a locomotive there are. threeforces acting upon a device of this character. First, the centrifugal.force due to a train running on curves;

second, theforce due to the inertia of the moving the moving elements inline with the di rection of the centrifugal force andtherefore, they arenot subject. to disturbance from this cause. The second force, due tothe inertia of the moving parts when the train is stopping and startingis very largely neutralized by placing the pivot of the magnet andcounter-weights in the same horizon al plane with the centre of gravityand the effect of the third force, due to the vertical vibration whichoccurs at intervals is neutralized to a considerable extent by thebalance of the parts on both sides of the pivot and is further reducedby the mass of the counter-weight and the magnet, the entire arrangementproviding a working device to meet the varying conditions to be met withon a railroad locomotive.

The application of this system will be understood from Fig. 12. showingthe locomc ive wiring and Fi 13, showing the track wiring. 101represents a relay having both a neutral and a polarized armature. Thisrelay is controlled by wire 102, right hand mechanical amplifier 110,wire 103, left hand mechanical amplifier 110, wire 104, contact 105operated by armature 68 when coil 61 is in the lowered position and wire106. This relay, therefore, is connected in series circuit with theright and left hand mechanical amplifiers and its circuit is establishedonly when the stop magnet is passing over a ramp. The latter insuresthat before a proceed signal can be obtained from the mechanicalamplifiers the stop magnet must have operated and in this way theoperation of the stop magnet is detected every time a proceed signal. isreceived. This system may be operated by one mechanical amplifier.However, by connecting two in series the voltage is doubled and byplacing these amplifiers one on each side of the stop magnet anamplifier will always engage the track devi -c after the SQOP magnet haspassed over the same when the locomotive runs in either direction.

When magnet 101 is energized the neutral contacts 114 and 121 are raisedto close circuits and the polarized contacts 115 and 119 respond to thedirection of the current used to energize the relay 101, which in turnis controlled by the direction of the current in the track device. I

The mechanical amplifiers 110 are driven by the electric motors 25connecting to the bus mains 11 and 12 which are energized by generator113. Magnet 61 is also energized from these bus mains as shown. The

integrity of the circuits connected to these bus mains is necessary toestablish safe running condi' ions.

The circuit of battery 114 is controlled by the polarized contacts ofrelay 101. In the position shown, one side connects to contact 115, wire116, neutral contact 117 when relay 101 is energized, wire 118, blockrelay 123, Wire 122, neutral contact 121, wire 120 and polarized contact119 to the opposite side of battery 114. This energizes the block relay123 and also controls its polarized contacts 125, 129, 146 and 152 inaccordance with the polarity in the wires 118 and 122. If relay 101 wereenergized from the mechanical amplifiers by a current such as to reversethe position of contacts 115 and 119, then the polarity in wires 118 and122 would be reversed and polarized contacts 125, 129, 146 and 152 ofrelay 123 would be reversed. Relay 123, is therefore, polarized and theposition of its polarized contacts is indirectly responsive to thepolarity of the current used to energize the track device.

The circuit for block relay 123 controlled by relay 101 is a pick-upcircuit and remains energized only during the time the mechanicalamplifiers are passing over a track device. Relay 123, therefore, has astick circuit controlled by the stop magnet 61 comprising wire 134,neutral contact 133, wire 132, contact finger 131 operated by plunger78, wire 130, polarized contact 129, battery 124, polarized contact 125,wire 126, neutral contact 127 and -wire 128. This maintains relay 123energized by current of the same polarity as picked it up by theoperation of relay 101. if curren of the opposite polarity had been usedto pick up relay 123 then the polarized contacts would have been swungto the opposite side and the previous circuit would have been changed atpolarized contacts 129 and 125, so that the block relay would bemaintained energized by current of the opposite polarity, holding thepolarized contacts 125, 129, 146 and 152 in the position to which theywere picked up. It will be noted that stop magnet 61 opens the contact131 and battery 124 is thereby disconnected from energizing relay 123and this relay will become deenergized unless the pick-up relay 101 isenergized from the mechanical amplifiers to re-establish the circuitthrough stick contacts 133 and 127. It will be apparent to those skilledin designing circuits for this class of work that under certainconditions relays 101 and 123 may be combined. However, better operationis possible by the arrangement shown in which the batteries used forenergizing these relays are separated and it is possible to control thepick-up circuit by the stop magnet.

The main batery 141 connects on one side to the battery wire 142 and onthe opposite side to'the common wire 143. When relay 123 is energized acircuit is established from wire 142 through neutral contact 144, wire145 and polarized contact 146. WVhen in the position shown, a circuit isestablished to wire 147 operating the top light indicated by G of thesignal 150 which on the opposite side connects to the common wire 143.Also when the polarized contact 146 is in the opposite position acircuit is established to wire 148 connected to the middle lightof thesignal 1550 indicated by Y and when the relay 123 is deenergized,neutral contact 144 establishes a circuit to wire 149 connected to thebottom light of the signal device 150, indicated by the letter B. Thisproduces three distinct signals secured, first. when relay 123 isenergized and its armature is raised and the polarized armature moved tothe left;

' second, when the relay 123 is energized and its armature raised andthe polarized armature moved to the right and third, when the relay 123is deenergizeda A system of speed control operating a brake valve isincluded with the cab signal arrangement just described in the presentinvention. The speed control is obtained by a time element relay havinga predetermined time interval for closing a. circuit and the sir-suitorwhich is set up by the stop magnet on passing a track device. The timeelement relay is indicated at 159, the brake valve is indicated at 166and the brake valve relay at 154. This latter relay is energized by acircuit operating in multiple with the circuit which energizes the Gsignal so that when this signal is displayed the operation of thetraincontrol apparatus is suspended. This circuit may be traced fromwire 145, wire 151, polarized contact 152,

wire 153, relay 154, wire 143 tobattery 141.

lVhen relay 154 is energized a slick circuit is established throughcontact 155, wire 156,

'( ontact finger 157 of plunger 78, and wire, 142

to battery so that each time the stop magnet is operated the stickcircuit of relay 154 is inerrupted. lVhen, however, the stop magnet 61moves to the down position, a. circuit is established from battery wire142 through contact 161 and wire 160 to time element relay 159 and ifcontact 161 remains closed for a suflicient armature 158 and establish acircuit from wire to wire 153 which picks up the brake eration ofthe'brake valve.

valve relay 154 and thereby prevents the op- 7 This condition occurswhen the train is running below a predetermined speed over the trackdevices.

The circuit of the brake valve 166 can be traced from common wire 143,wire 165, wire 164 and contact 163 of the brake valve relay 154 tobattery wire142, so that while this relay remains energized the brakevalve magnet is also energized. In order to maintain the brake valvemagnet energized during the time the train is passlng a track devlce, a

circuit'is establishedfrom wire 164 through assin" a track device andthen it is, not de-] energized until the stop magnet has passedcompletely over the track device. A man-. ually operated push-button 168is provided for energizing relay 15.4 in order that the train mayproceed after the operation of the train control system.

In the application of the stop magnet it will be noted that certaincircuits are con- I trolled by the movement of the magnet itself,

whereas other circuits are controlled by the movement of the armature68. The circuits controlled by the magnet are those that lead to thedeenergizing of the block relay and the brake valve relay and set up theconditions for train control, whereas the circuits operated by thearmature 68 relate tothe proceed signal, the direct control of the brakevalve and the operation of the time element device to prevent theoperation of the train control system. Moreover, it will be noted thatarmature 68 must be moved into an active position to close the circuitsmentioned. If magnet 61, therefore, should become deenergized it dropsby gravity-and opens the holding circuit of the block relay and thebrake valve relay while the circuits controlled by armature 68 remaininactive and open, thus leading to an immediate apv control system withan plication of the train R signal. I

The track arrangement in Fig. 13 is designed-to operate the locomotiveapparatus as shown in the circuits in Fig. 12. The track rails 52 and52a are divided into suitable block sections A, B, and C, separated byinsulated joints to which the track battery 17 3 is connected at one endand the track relay 17 4 is connected by wires 17 5 and 176 at'theopposite end according'to standard practice in the operation ofthewell-known track circuit. The track, devices are indicated by 171 and172 and are energized by coils 1 4' as indicated. Each is wired alikeand is shown with similar reference characters. The relay 179 connectsto the common wire 17 8 and is controlled by wire 190, contact:189 ofthetrack relay vfor the next 'section in advance,

wire 188 when this relay is energized, to battery 180 and by wire1'91-whenthis relay is deenergized to'battery 181. These batteries haveopposite poles-connecting to the common wire and, therefore, energizethe relay 179 by opposite polarity, thus controlling the position ofpolarized armature 185. When this armature is positioned to the left asshown, a circuit 'isestablished from battery 181, wire 186, armature185, wire 184, contact a 183' of the track relay and wire 182 tothetrack device 172 which connects to common wire17 8. lVhen the polarizedarmature 185 is moved tothe right a circuit is established I frombattery 180through wire 187, arma ure 185, wire 184 totrack'devices 171and 17 2'as' just described. Therefore, the track devices are energizedwith current of different polarity, depending upon the position of the.polarized armature 185 and the position of this armature depends uponthe condition ofthe block. For instance, when blocks A and B areunoccupied the polarized armature 185 at the entrance to block A may bemoved to the position shown, thereby ergized with opposite polaritywhich may "giving-a clear or G'signal to the locomotive 'Wheinhowever,block Bis occupied, polarized armature 185 18 moved to the right, withthe result that the track devices areenso that no current is generatedby the mechan- "icalampliiiers while the stop magnet operates todeenergize the blockrelay and the brake.

valve relay, thus giving a red or stop signal,

and operating the train brakes. 7 It will be noted that the track device171 fore a train IHIUSJDCOIISHIHG a greatei. length of time in passingthe device 171 in order to as the train approaches the end of the block'inforder to insurea progressive reduction'in speed.

tion of this invention certain apparatus is provided on the trackwayandrother apparatus is provided on the vehicle. .The'vehicle is providedwith devices which are responsive to the trackway apparatus inductivelybut the method of producing this inductive effect may assume a varietyof forms well known skilled in the art.; The claims are not .to beconstrued as limited to the constructionshown butshould be considered ascovering a full range of equivalents. I o I Y Having thus described myinvention, I

claim:

1. In combination, a railway track, a VB? hicle thereon, a deviceon saidtrack and a device on said vehicle, means whereby an electrical eifectis transmitted between said de- -vices, means whereby -saideffect ismechanically amplified by one of said devices into a' hicle thereon, adevice on said track electrically controlled, a device on said vehiclehav mg normally 'deenergized pole pieces and a rotating armature, meansfor energizing said poles inductively. 'fromsaid :track device acisshorter than the track device 172 and there- 2. In combination, arailway track, a vecording toa predetermined polarity whereby a currentof a predetermined polarity is generated bysaidarn'iature.

In Ombl11al3l011,-a railway track, a vehicle thereon, a device on saidvtrack electrically energized, a device on said vehicle hav' in'gnormally deenergized poles and a rotating armature, apolarizedrel'ayconnected'in circuit with said armature, means for energizing said polesinductivelyfrom said track device whereby a current is generated in saidarmature and neans for operating said relay according to the polarity ofthe current energizing'said track device.

a. In combination, a railway track, a de vice 'on'said track capable ofbeing magnetized, a vehicle on said track, an electric generator on saidvehicle Without a magnetic supplies directly a magnetic field for saidgenerator, thereby causing it to generate current. r

5. In combination, ai'ailway track, mag netic ClGVlCQS OII saidtrackhaving a. pair of poles electrically energized, a vehicle on saidtrack an'electric enerator on said vehicle a D havin a rotatin armatureand aair of O 0 r I poles without a held winding means whereby the iolesof said track device ali 'nwith the poles of said'generator forming afield therefor and causing a'current to be generated in said armature.

6. In combination, a railway track, mag- V netic devices on said track,a vehicle on said It should be observed that in the. appl1catrack, aplurality of electric generators 011 said vehicle, said generatorshaving rotatlating device/1 in this art and the principles of theinvention '1 can be applied with such variations 'hy-those a horizontalcoil pivotallysupported at one end 'in a horizontal plane and balancedbya coimterweight and downwardly extending poles associated with said coilarranged to 1 pass through the vertical planes of said track device. k

8.' In combination, afrailway track, a vehicle thereon, a 'magneticdevice on said track, a horizontal magnet on said vehicle,

said magnet pivoted at one end for vertical movement, "ahorizontalarmature for said magnet independently pivoted for vertical movement,poles for said magnet, said poles passingthrough the vertical planesofsaid track device. r i

9. In combination, a railway track, a vehiclethereon, amagnetic deviceon said track, a' magnet on said vehicle pivotally sup-f ported'andcounterweighted, an armature for said magnet pivoted iindependently ofsaid i coil and connterweighted andpoles for said COll passing throughthe vertical plane of said track device.

10. In combination, a railway track, a veposition and said track devicemagnetically moving it to the lowered position.

12. In combination, a railway track, a vehicle thereon, a magneticdevice on said track, a magnet on said vehicle consisting of a pivotedcoil balanced with a counterweight and a pivoted armature balanced witha counterweight, said magnet when energized having a bias from saidcounterweight to raise it and when deenergi zed having a bias to lowerit.

13. In combination, a railway track, a vehicle thereon, a magneticdevice on said track, a magnet on said vehicle consisting of pivotedcoil balanced with a counterweight and a pivoted armature balanced witha counterweight, said magnet when energized having a bias to raise itand when deenergized, said armature ren'iaining raised and said coilbecoming lowered.

14. In combination, a railway track, a vehicle thereon, amagnetic'device on said track, a magnet on said vehicle consisting of ahorizontal coil having considerable mass, placed parallel with saidtrack, downwaxlly extending poles aligning with said track device andassociated with said coil, said magnet pivoted at one end in a planeparallel with said track and having a counterweight.

15. In combination, a railway track, a vehicle thereon, a magneticdevice on said'track, a magnet on said vehicle consisting of ahorizontal coil placed parallel with said track and counterweighted,downwardly extending poles aligning with said track device andassociated with said coil, said magnet pivoted in a horizontal planeparallel with said track and on the line of the centre of gravity ofsaid coil and said counterweight.

16. In combination, a railway track, a vehicle thereon, a magneticdevice on said track, a horizontal magnet on-said vehicle consisting ofa coil placed parallel with said track and counterweighted, downwardlyextending poles aligning with said track device and associated with saidcoil, said magnet pivoted in a horizontal plane parallel with said trackand on the line of the centre, of gravity of said coil and-saidcounterweight, said mag net and counterweight havingconsiderable massand partially balanced on said pivot. 1

, 17. In combination, a railway track, a ver hicle .thereon, a magneticdevice on said track, a magnet on said vehicle consisting, of ahorizontal-coil placed parallel with said track, said coil having polesaligning with said track device, a lever arm, said magnet operating acircuit controller through s id lever arm, said magnet pivotally mountedand partially balanced by a counterweight.

18. In combination, a railway track, a vehicle thereon, a magnetic plateon said track, a magnet on said vehicle having a horizontal pivotedarmature with a counterweight, said magnet andarmature enclosed within acase, said armature operating a circuit controller and means exterior tosaid case for manually resetting 1 said armature to engage said magnet.

19. In combination, a railway track, a vehicle thereon, a: magneticdevice on said track, a pivotedmagnet on said vehicle and anindependently pivoted armature for said magnet, said magnet and armaturemoved on their pivotsby said track device, the downwardmovement of saidmagnet opening a circuit, and the downward movement of said armatureclosing a circuit.

20. In a railway traflic controlling system, the combination of a track,a vehicle thereon, a pivotally supported magnetic device on said vehicleand .an independent pivoted armature for said device, a magnetic deviceon said track, a controlling mechanism,said vehicle device responding tosaid track device to operate said controlling mechanism and saidarmature responding to said vehicle device to prevent the operation ofsaid controlling mechanism.

21. In combination, a railway track, a ve-' hicle thereon, a pivotallysupported magnetic netic device on said vehicle, an independentlypivoted armature for said vehicle device, a magnetic device on saidtrack, said vehicle device responding to said track device, a circuitcontroller operated by said magnetic device and another circuitcontroller inde pendently operated by said armature.

2-3. In combination, a railway track, a ve-- hicle thereon, a pivotallysupported magneticdevice on said vehicle, an independently pivotedarmature for said vehicle device, a

magnetic device onsaid track, said vehicle device responding to saidtrack device, means whereby said vehicle device whenenergized cooperateswith said armature to operate a circuit controller and means wherebysaid vehicle device and armature operate circuit controllersindependently when said device d energized.

24-. In a railway trafliccontrolling system, the combination of a track,a vehicle thereon,

a pivotally supported magnetic device on said vehicle and anindependently pivoted armature for said device, a magnetic device onsaid track, a controlling mechanism, said vehicle device when energized,responding to said track device to operate said controlling mech-''anism, said armature responding to sald vehicle device when energizedto prevent the operation of said controlling mechanism and said vehicledevice when deenergized operating said controlling mechanism.

track device and a circuit established by said armature to prevent theoperation of said train controlling mechanism.

26. In a railway traffic controlling system,

the combination of a railway-track, a vehicle thereon, a device on saidtrack and a device on said vehicle coacting with said track device, anormally deenergized, polarized relay on said vehicle, a polarized blockrelay on said vehicle and said normally deenergized polarized relayrespondingto the characteristic of the current in said trackdevicethrough said vehicle device and correspond ingly controlling saidblock relay.

27. In a railway trafiic controlling system,

the combination of a railway track, a vehicle thereon, a device on saidtrack and a device on said vehicle coacting with said track device,normally deenergized polarized relay responding to the characteristic ofthe current in said track device through said vehicle device, apolarized block relay controlled by said normally deenergized polarizedrelay, a stick circuit for said block relay, said :stick circuitcontrolled by the polarized con acts of said block relay. 1 V I 28. In arailway traiiic controlling system, the combination of a track, avehicle thereon, a pivotally supported magnetic device on said vehicleand an independently pivoted armature for said device, a magnetic deviceon said track, a train controlling mechanism, said vehicle device whenmoved in response to said track device, operating said controllingi'nechanism and said armature when moved cooperatively with said vehicledevice, preventing said operation.-

29. In a railway traific controlling system, the combination of a track,a vehicle thereon, a pivotally supported magnetic device on said vehicleand an independently pivoted armature for said device, a magnetic deviceon said 7 track, .a train controlling mechanism including atiming-device, said vehicle device responding to said track device tooperate said controlling mechanism and said armature responding to saidvehicle device and arranged to operate said timing device.

30. In a railway traflic controlling system, the combination of a trackdivided into blocks, a vehicle thereon having a controlling mechanism,means on said trackway producing 'a magneticfield controlled by saidblocks, a crevice onsaid vehicle responding inductively to said magneticfield, and a relay responding to said vehicle device and having aneutral and a polarized armature, said armatures controlling saidmechanism.

31. In combination, a railway train, a generator on said train andhaving a field and an armature, means located in the trackway forsupplying said field with magnetic flux of one relative polarity or theother in accordance with traffic conditions, means on the tra n fordriving said armature, and train governing apparatus responsive to thepolarity of the electromotive force supplied by said generator.

32. In a railway trafliccontrolling system, the combination of a trackdivided into blocks, a vehicle on the track having a controllingmechanism, means on the trackway producing a magnetic field energized bydirect current and controlled by said blocks, a device on said vehicleresponding inductively to said trackway field, a relay on said vehiclehaving a polarized armature responding to said device and a circuitestablished by said polarized armature for holding said armature in thepositionto which it has been moved.

33. In anelectro-magnetic inductive sys tem, the combination, a magnethaving a pair of poles, a generator having a pair of poles comprising afield magnet, said generator poles aligning with but mechanicallyseparated it'rem the poles of the magnet and inductively magnetizedexclusively by the pol-es of the magnet, an armature mechanicallyrotated'between the poles of said generator and a circuit connected withsaid armature and energized exclusively by the field created by saidmagnet.

ductively magnetized only by said magnet I poles, and a circuitconnected with said armature and having the characteristics exclusivelyof the circuit energizing said'magnet.

Signed at New York city, in the county of New York and State of NewYork, this th day of Aug, A. D. 1921. Y

JOHNS. HOLLIDAYi

